Automatic frogless switch



(No Model.) v 2 Sheets-Sheet; 1. A. E. STRONG.

AUTOMATIC FROGLESS SWITCH. Patented July '7, 1885.

2 Sheets-Sheet 2.

- (No Model.)

A. E. STRONG.

AUTOMATIG FROGLESS SWITCH.

No. 321,920. Patented July 7, 1885.

UNTTEE STATES PATENT @ETTEE.

ALBERT E. STRONG, OF PATERSON, NEW JERsEY.

AUTOMATIC FROGLESS SWITCH.

SPECIFICATION forming part of Letters Patent No. 321,920, dated July 7, 1885.

Application filed August 6, 1884. (No model.)

To all whom it may concern.-

Be it known that I, ALBERT E. STRONG, a citizen of the United States, residing at Paterson, in the county of Passaic and State of New Jersey, have invented a new and useful Automatic Frogless Railroad-Switch, of which the following is a specification, reference being had to the accompanying drawings, fornr ing part thereof, in which Figures 1 and 2 are plan views; Figs. 3 and 4c, perspective views of parts in detail; Fig. 5, a cross-section near the center of Fig. 4..

Fig. 1 shows the position of railroad-rails of the main line as originally laid, being clamped together as firmly as is possible in the construction of railroads; and my switch canbe placed at any point in the main line that is named without displacing, cutting, or in any way disconnecting the rails of said main line, they being left as originally laid. Fig. 2 shows how this is accomplishedviz., by the three pieces A, B, and O, operated by a series of levers, or a compound leverage consisting of the levers D, D, and E.

A represents a heavy cheekpiece placed at the outside of inner rail and overlapping the same.

B is an inclined piece lying on the inside of inner rail, and is secured by a guard-block, L, with a gradual rise sufficient to allow the wheels to pass over the main rail to the cheekpiece A, thence to siding-track K.

0 represents a cheek-piece lying inside of outer rail, tapering to a point, in order to allow the wheels to pass from main rail onto said cheek-piece, the flange of wheels passing inside of said cheek-piece, thus throwing the opposite wheels onto inclined piece B and over cheek-piece A, thereby throwing or conduct ing the train from the main track onto the sid ing-track K with absolute safety. The inclined piece B swings on a pivot at the journal I, and is so constructed that the wheel-flange enters as a wedge between B and the main rail, forcing it away from the main rail. The wheel flange acts on the piece B as it does on the pointed piece 0. In passing through the switch, thetread of the wheel resting on the main rail or passing along the same in the direction of the arrow, Fig. 2, the outside edge of the tread of wheel helps to displace the cheek-piece A. The pivoted end of the inclined piece B is much lower than the flange of wheel, and the movable end is on a level with the main rail and curved sufficiently to allow the flange to act as a wedge between the two. The rod connecting B and lever E contains an expanding spring, II, which readily permits the separation of B from the main rail M by the flange of wheel. The pieces A B G are firmly secured in metal chairs, which form journals, and are marked I I I, and are securely spiked or bolted to the t-ies or plates for the purpose of safety and strength. All the journals I I I are placed so as not to interfere with wheels on main rail, and so as to permit the pieces to be acted upon by the levers D D' E. The rod marked S connects the cheek-pieces A and G, and is itself connected with the lever D. D" is connected with the inclined piece B at point marked X. The levers D and D" are pivoted to lever E at the points marked T T, by which means levers D and D act in opposite directions,thus moving the pieces Aand Gin one way and piece B in the opposite direction when in operation. The switch must of course remain looked, as ordinary switches are, unless it is desired to use the switch by hand-lever, with which my switch may be provided, as appears by F in the drawings, which shows-F an upright post in center of lever E, around which lever Eis fastened. Said upright may display signals, as desired. It is at its lower end embedded in a socket of metal, and at its upper end it is secured as usual, and is only turned when used as hand-lever switch. In levers D and D" are placed, at point marked H II, springs,which, in combination with the pieces A, B, and O, constitute the automatic portion of my switch.

In Figs. 1 and 4 is seen how I dispense with the use of a frog, which is generally used in all switches. A, Fig. 1, represents an overlapping cheek-piece, similar to A in Fig. 2, and is placed on inner side of inner rail of main track, overlapping the same. B is an inclined lever outside of the inner rail of the siding-track K. Under said inclined lever are secured inclined metal blocks,0n which inclinedlever moves, and outside of said inclined lever are metal braces or guides. The lever B is connected with cheek-piece A by rod or bar marked 0. D D show a series of heavy springs attached to the outside of lever B, and anchored in socketplates, which are securely fixed to ties similar to the metal chairs in Fig. 2.

The pieces A in Fig. 2 and Ain Fig. 1 may 5 be made in a solid piece or in two pieces, the

overlapping plates being made so as to easily be adjusted and removed in case of wear.

The switch, as shown in Fig. 2, operates as follows: A train passing along main track to the points marked P I, the flange on wheels passing between the outer rail and the checkpiece 0 forces the cheek-piece O and the overlapping cheek-piece A and the inclined piece 13 clear from the main rails, and having passed I 5 the points of the switch 0 O the switch itself is closed automatically by reason of the springs H H in levers D and D", said springs forcing the overlapping cheek-piece A over the inner rail of main track, and at the same time fore- 2o ing the pointed cheek-piece 0 against the inner side of outer rail of main track, securely closing the switch, and thereby forming a solid passage-way from the main track onto the siding-track K. The passage from left to right,

2 5 Fig. 2, is rendered more easy and safe by the gradual ascent of the inclined piece 13, which rises a little above the main rail, thus allowing the wheels to pass onto the overlapping cheek-piece A, which is itself provided with a flange.

The operation of my invention, as shown by Figs. 1 and 4, is as follows, viz: A train passing on sidingtrack K moves onto theinelined lever B, forcing lever B down on springs D D. Lever B being connected by rod 0 to the overlapping cheek-piece A,when the lever B is forced down on the springs D D, the overlapping piece A is naturally drawn over the main rail at point 20, thus forming a solid passage-way over the inner rail of the main track onto the siding-tracks K, leaving the main rails intact. After passage of the train past point 20, the inclined lever B being relieved from weight of train, it is forced back oblique] y by the springs D D to its position overlapping the rail and by the same movement, thereby causing the cheek-piece A to leave the inner rail of the main track at the point 20, and thus the main line remains free and clear.

A train can pass in either direction from one track to another, as above described, and, as above stated, a switch may be placed at any point without moving a main rail or disconnecting one.

The switch above described may be used as the ordinary hand-lever switch which is employed in railroading, or it may be used auto matically, as set forth.

Having described my invention, I desire to secure it by Letters Patent, and claim The combination of the unbroken main rail M, siding rail K, the flanged overlapping check pieces A, and pointed piece 0, connected by bridle-rod S, inclined piece B, with flange at loose end, compound lever E, rods D and D springs H. expanding and contracting inclined lever B, provided with springs D, and connected with overlapping piece A by bridle 0, all constructed substantially as shown and described, and for the purpose set forth.

ALBERT E. STRONG.

Witnesses:

WM. L. Tnonson, GEO. H. ALBERTT. 

